EP4032765B1 - Verfahren zur motorsteuerung, system und fahrzeug - Google Patents

Verfahren zur motorsteuerung, system und fahrzeug

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Publication number
EP4032765B1
EP4032765B1 EP20899859.1A EP20899859A EP4032765B1 EP 4032765 B1 EP4032765 B1 EP 4032765B1 EP 20899859 A EP20899859 A EP 20899859A EP 4032765 B1 EP4032765 B1 EP 4032765B1
Authority
EP
European Patent Office
Prior art keywords
change rate
vehicle
current
engine
value
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP20899859.1A
Other languages
English (en)
French (fr)
Other versions
EP4032765A1 (de
EP4032765A4 (de
Inventor
Yunfei Li
Qilin Chen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Great Wall Motor Co Ltd
Original Assignee
Great Wall Motor Co Ltd
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Filing date
Publication date
Application filed by Great Wall Motor Co Ltd filed Critical Great Wall Motor Co Ltd
Publication of EP4032765A1 publication Critical patent/EP4032765A1/de
Publication of EP4032765A4 publication Critical patent/EP4032765A4/de
Application granted granted Critical
Publication of EP4032765B1 publication Critical patent/EP4032765B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/20—Control strategies involving selection of hybrid configuration, e.g. selection between series or parallel configuration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/15—Control strategies specially adapted for achieving a particular effect
    • B60W20/19—Control strategies specially adapted for achieving a particular effect for achieving enhanced acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/085—Power
    • B60W2510/086—Power change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0677—Engine power

Definitions

  • the invention relates to the technical field of automobiles, and more particularly, to an engine control method, system, and vehicle.
  • a vehicle is driven by an engine and/or a drive motor.
  • the drive motor can independently meet the driving requirements, and the vehicle will work in a series operation mode or a battery electric operation mode; when the power demand is great, the engine and the drive motor are required to drive the vehicle together in a parallel operation mode.
  • the engine start is mainly controlled in two ways: 1. The difference between the battery electric driving capability of the drive motor and the power demand is monitored, and the engine is started when the difference indicates that the power demand gradually approaches the battery electric drive capability; 2. The pedal opening value is monitored, and when the pedal opening value is greater than the calibrated value, the engine is started.
  • Both of the above-mentioned methods for controlling the engine start are easy to cause unnecessary start or start delay of the engine due to the unreasonable setting of the difference value and the calibrated value, resulting in a poor driving experience of the engine power response for the user and even a driving danger.
  • the invention is directed to an engine control method, system, and vehicle that solve the problem of poor engine power response of existing vehicle of hybrid architectures.
  • the vehicle is preset with an opening change rate condition
  • the vehicle further includes a motor connected to the battery and the engine, and the controlling start and stop of the engine according to the driving intention, the current maximum discharge power value, and the current maximum external characteristic power value of the vehicle comprises: controlling the engine to start, and controlling the engine to drive the vehicle if it is determined that the driving intention is urgent and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle.
  • the vehicle further includes a motor electrically connected to the battery, and the controlling start and stop of the engine according to the driving intention, the current maximum discharge power value, and the current maximum external characteristic power value of the vehicle further comprises: controlling the engine not to start, and controlling the battery to power the motor according to the required power of the vehicle if it is determined that the driving intention is non-urgent, and/or the current maximum discharge power value is greater than or equal to a current maximum external characteristic power value of the vehicle.
  • the controlling the engine to start and controlling the engine to drive the vehicle if it is determined that the driving intention is urgent and the current maximum discharge power value is less than a current maximum external characteristic power value of the vehicle further comprises: controlling the engine to power the motor according to the required power of the motor and controlling the engine to charge the battery when the output power of the engine is greater than the required power of the motor.
  • the engine control method after the engine required power is controlled to drive the vehicle and the engine is controlled to charge the battery when the output power of the engine is greater than the required power of the motor, it further comprises: controlling the engine to enter into a stopped state if the current charge state value of the battery is greater than or equal to a first preset charge threshold.
  • the determining the current maximum discharge power value of the battery and the total current maximum external characteristic power value of the vehicle comprises:
  • the engine control method after the current charge state value of the battery is obtained and the current maximum discharge power value corresponding to the current charge state value is determined according to a first corresponding relationship between a preset charge state value and a maximum discharge power value, further comprising: controlling the engine to start and controlling the engine to charge the battery if the current charge state value is less than a second preset charge threshold.
  • Another object of the invention is to provide an engine control system applied to a vehicle including a battery and an engine, wherein the system includes:
  • the vehicle is preset with an opening change rate condition;
  • the determination module comprises:
  • the vehicle further includes a motor connected to the battery;
  • the control module comprises: a fourth control unit for controlling the engine to start, and controlling the engine to drive the vehicle if it is determined that the driving intention is urgent and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle.
  • control module further includes: a fifth control unit for controlling the engine not to start, and controlling the battery to power the motor according to the required power of the vehicle if it is determined that the driving intention is non-urgent, and/or the current maximum discharge power value is greater than or equal to a current maximum external characteristic power value of the vehicle.
  • control module further includes: a sixth control unit for controlling the engine to drive the vehicle according to the required power and controlling the engine to charge the battery when the output power of the engine is greater than the required power of the motor.
  • control module further includes: a seventh control unit for controlling the engine to enter into a stopped state if the current charge state value of the battery is greater than or equal to a first preset charge threshold.
  • the first acquisition module includes:
  • control module further includes: an eighth control unit for controlling the engine to start and controlling the engine to charge the battery if the current charge state value is less than a second preset charge threshold.
  • the engine control method and system of the invention have the following advantages over the prior art: a current opening value and a current opening change rate of an accelerator pedal of a vehicle are obtained first, a driving intention is determined according to the current opening value and the current opening change rate, a current maximum discharge power value of a battery and a current maximum external characteristic power value of the vehicle are obtained at the same time, and then the start and stop of the engine are controlled according to the driving intention, the current maximum discharge power value and the current maximum external characteristic power value of the vehicle.
  • the driving intention is determined by the current opening value and the current opening change rate in advance, and based on the determined driving intention, in combination with the current maximum discharge power value of the battery and the current maximum external characteristic power value of the vehicle, the power response is carried out in advance so as to ensure that a larger power request can be satisfied at the next moment, thus avoiding the case where the engine is unnecessarily started or is not started in time, thereby solving the problem of poor power response of the engine of the existing vehicle of hybrid architecture.
  • Fig. 1 there is shown an engine control method according to an embodiment of the invention, applied to a vehicle including a battery and an engine, the method including steps S100 to S400: Step S100, obtaining a current maximum discharge power value of the battery, and a current maximum external characteristic power value of the vehicle;
  • the current maximum discharge power value refers to the maximum output power value that can be currently provided by the battery.
  • the current maximum discharge power value of the battery needs to be obtained because it is only when the battery is unable to provide sufficient electrical power to the vehicle that the engine needs to be started to power the vehicle.
  • the current maximum external characteristic power value of the vehicle refers to the maximum operating power value that the vehicle can reach, and the current maximum external characteristic power value of the vehicle refers to the vehicle maximum operating power value of the vehicle in the current driving mode.
  • step S100 since it is impossible to predict whether the vehicle needs to be operated at the maximum operating power value, it can be determined that if the current maximum discharge power value of the battery is greater than the current maximum external characteristic power value of the vehicle, the vehicle can be operated at the maximum power by supplying electric energy independently from the battery, that is, all the driving intentions within the allowable range of the vehicle can be satisfied independently by the battery, that is, there is no need to start the engine to supply power to the motor in an urgent driving intention.
  • the embodiment of the invention the current maximum discharge power value of the battery and the current maximum external characteristic power value of the vehicle in advance are obtained, thereby it is possible to avoid the problem of starting the engine in the case where the current maximum operating power of the vehicle can be satisfied independently by using the battery when the driver has a quick power request.
  • step S100 comprises steps S1001 to S1002: Step S 1001, obtaining a current charge state value of the battery, and determining the current maximum discharge power value corresponding to the current charge state value according to a first corresponding relationship between a preset charge state value and a maximum discharge power value.
  • the maximum discharge power of a battery corresponds to the charge state values of the battery one by one, and the corresponding relationships between the maximum discharge power of different batteries and the charge state values thereof are different, a first corresponding relationship between the maximum discharge power of the battery and the charge state values needs to be pre-established, and in this step S100, the current charge state value of the battery is first obtained, and then the current maximum discharge power value of the battery is determined according to the first corresponding relationship between the pre-set charge state value and the current maximum discharge power value.
  • Step S1002 obtaining a current driving mode of the vehicle, and determining the current maximum external characteristic power value of the vehicle corresponding to the current driving mode according to a second corresponding relationship between a preset driving mode and the current maximum external characteristic power value of the vehicle.
  • Step S200 obtaining a current opening value and a current opening change rate of an accelerator pedal of the vehicle.
  • the current opening value of the accelerator pedal refers to the ratio between the current depression angle of the accelerator pedal and the upper limit value of the range of the depression angle of the accelerator pedal, wherein, the current depression angle refers to the included angle value between the current position of the accelerator pedal and the initial position of the accelerator pedal, and the current opening value directly corresponds to the target power value of the vehicle, i.e., to the target torque of the vehicle.
  • the current opening change rate refers to the current opening degree rate of change value of the accelerator pedal in a unit time, and reflects the current opening change rate of the current accelerator pedal, and the current opening change rate can be obtained by differentiating the time through the relationship function between the opening rate of the accelerator pedal and the time.
  • the current opening value of the accelerator pedal can be directly obtained by detecting the included angle value between the current position of the accelerator pedal and the position of the accelerator pedal when the accelerator pedal is not treaded.
  • Fig. 2 shows a schematic diagram of an opening change rate acquisition process of an accelerator pedal in an embodiment of the invention in practice.
  • the corresponding change rate of the opening degree at ⁇ is ⁇ y1/ ⁇ t1, where ⁇ y1 is the opening degree change quantity in the period of ⁇ t1; the corresponding change rate of the opening degree at ⁇ is ⁇ y2/ ⁇ t2, where ⁇ y2 is an opening degree change quantity in the period of ⁇ t2.
  • Step S300 determining a driving intention based on the current opening value and the current opening change rate.
  • step S300 by combining the current opening value of the accelerator pedal with the current opening change rate, a current driving intention of the driver is determined, and the driving intention may include an urgent driving intention, a non-urgent driving intention, and so on.
  • the change rate of the opening degree of the accelerator pedal is mainly considered to monitor the driving intention of the driver, because the change rate of the opening degree of the accelerator pedal can clearly reflect the degree of the driver's demand for the power of the vehicle, when the change rate of the opening degree is small, it means that the driver does not need the vehicle to respond quickly to a large torque, and when the change rate is large, it means that the driver has a relatively urgent demand for the power of the vehicle.
  • the available torque of the vehicle can still meet the current demand, the vehicle must be prepared to output the maximum power in advance to ensure that the larger torque request can be met at the next moment.
  • step S300 since the change rate of the opening degree is large in a short period of time from the accelerator pedal in a non-treaded state to a treaded state, but the corresponding target torque demand is not large, it is likely that the driving demand can be satisfied by supplying power to the motor of the vehicle through the battery, and there is no need to start the engine to drive the vehicle at all. It can be seen that if the driving intention of the driver is determined by the opening change rate of the accelerator pedal alone, it is easy to misjudge a non-urgent power request into an urgent power request.
  • Step S400 controlling start and stop of the engine according to the driving intention, the current maximum discharge power value, and the current maximum external characteristic power value of the vehicle.
  • the vehicle can be operated at the maximum operating power by supplying electric energy independently from the battery, that is, all driving intentions within the allowable range of the vehicle can be satisfied independently by the battery, without starting the engine to power the motor, or even without starting the engine and directly driving the vehicle with the engine.
  • step S400 after the driver's driving intention is determined in step S300, it is necessary to determine whether the engine needs to be started and to control the engine to carry out the corresponding start and stop operation by combination of the current maximum discharge power value of the battery and the current maximum external characteristic power value of the vehicle.
  • the engine start in advance when the driving intention is to start the engine, but also to avoid starting the engine when the battery power is sufficient and the maximum operating power of the vehicle in the current state can be satisfied independently by using the battery.
  • the engine control method of the invention has the following advantages over the prior art: a current opening value and a current opening change rate of an accelerator pedal of a vehicle are obtained first, a driving intention is determined according to the current opening value and the current opening change rate, a current maximum discharge power value of a battery and a current maximum external characteristic power value of the vehicle are obtained at the same time, and then the start and stop of the engine are controlled according to the driving intention, the current maximum discharge power value and the current maximum external characteristic power value of the vehicle.
  • the driving intention is determined by the current opening value and the current opening change rate in advance, and based on the determined driving intention, in combination with the current maximum discharge power value of the battery and the current maximum external characteristic power value of the vehicle, the power response is carried out in advance so as to ensure that a larger power request can be satisfied at the next moment, thus avoiding the case where the engine is unnecessarily started or is not started in time, thereby solving the problem of poor power response of the engine of the existing vehicle of hybrid architecture.
  • step S300 may include steps S3001 to S3005: Step S3001, controlling the opening change rate condition to be in an active state when the current opening change rate is greater than a first preset change rate.
  • the first preset change rate is an opening change rate limit value for determining whether the driver has an intention to accelerate urgently.
  • the opening change rate condition is activated so that the opening change rate condition is in an active state.
  • Step S3002 controlling the opening change rate condition to be in a deactivated state when the opening change rate of the accelerator pedal is less than a second preset change rate; wherein the first preset change rate is greater than the second preset change rate;
  • the second preset change rate is an opening change rate limit value for determining whether the driver has an intention to accelerate urgently.
  • Step S3003 controlling the opening change rate condition to remain to be in the current state when the current opening change rate is less than or equal to a first preset change rate and the opening change rate of the accelerator pedal is greater than or equal to a second preset change rate.
  • step S3003 when the opening change rate of the accelerator pedal is between the first preset change rate and the second preset change rate, it is indicated that the opening change rate state in which the opening change rate condition in the deactivated state is activated is not reached, and the opening change rate state in which the opening change rate condition in the activated state is not reached, and therefore the original state of the opening change rate condition is not changed, namely, the control degree change rate condition maintains the current state thereof.
  • the embodiment of the invention reserves a certain amount of receipt for the activation of the opening change rate condition, wherein the amount of receipt is the difference between the first preset change rate and the second preset change rate. If the current opening rate of the accelerator pedal satisfies a higher entry condition than the first preset change rate, the opening change rate condition is in an active state, and in the active state, the entry condition that the current opening change rate is lower than the first preset change rate is allowed, and the opening change rate condition remains in the active state as long as the exit condition that the current opening change rate is not lower than the second preset change rate is not satisfied.
  • the opening change rate condition is in a deactivated state, in which the exit condition that the current opening change rate is higher than the second preset change rate is allowed, and the opening change rate condition remains in the deactivated state as long as the exit condition is higher than the first preset change rate.
  • Step S3004 determining that the driving intention is urgent if the current opening value is greater than or equal to a preset opening value and the opening change rate condition is in the active state.
  • a preset opening value is set in advance, and it is determined that the driver currently has the urgent driving intention only if the current opening value of the accelerator pedal is greater than or equal to the preset opening value and the opening change rate condition is active.
  • a preset opening value it is possible to prevent the accelerator pedal from being erroneously treaded to cause a large opening change rate and activate the opening change rate, but without a large opening degree of the pedal, it is erroneously determined that the driver has an urgent power request, that is, it is erroneously determined that the driver has an urgent driving intention.
  • reserving a certain amount of receipt for the activation of the opening change rate condition can avoid the case where the driver does have an urgent driving intention, which however is erroneously determined as a non-urgent driving intention because the current opening change rate is greater than the first preset change rate when the accelerator pedal is initially treaded, the current opening degree of the accelerator pedal has not yet reached the preset opening value; and avoiding a case where the driver does have an urgent driving intention, which however is erroneously determined as a non-urgent driving intention because the opening change rate decreases to less than or equal to the first preset degree of change when the current degree of change in which the accelerator pedal is treaded reaches the preset opening value.
  • Step S3005 determining that the driving intention is non-urgent if the current opening value is less than the preset opening value and/or the opening change rate condition is in the deactivated state.
  • step S3005 when any one or more case, that the current opening value of the accelerator pedal is less than the preset opening value and the opening change rate condition is in a deactivated state, is satisfied, it can be determined that the driver's current driving intention is non-urgent.
  • the engine control method described above is applied to a vehicle including a battery and an engine, the vehicle further including a motor electrically connected to the battery, the vehicle being preset with an opening change rate condition, and the engine control method comprises steps S201 to S210.
  • the vehicle in the embodiment of the invention further includes a generator matched with the engine, the generator being driven by the engine to generate electricity, and the generator being electrically connected to both the battery and the motor, so that the engine can drive the generator to generate electricity, and thus the engine can supply electricity to the battery and/or the motor through the generator.
  • Step S201 obtaining a current charge state value of the battery, and determining the current maximum discharge power value corresponding to the current charge state value according to a first corresponding relationship between a preset charge state value and a maximum discharge power value.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • Step S202 obtaining a current driving mode of the vehicle, and determining the current maximum external characteristic power value of the vehicle corresponding to the current driving mode according to a second corresponding relationship between a preset driving mode and the current maximum external characteristic power value of the vehicle.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • step S203 obtaining a current opening value and a current opening change rate of an accelerator pedal of the vehicle.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • Step S204 controlling the opening change rate condition to be in an active state when the current opening change rate is greater than a first preset change rate.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • Step S205 controlling the opening change rate condition to be in a deactivated state when the opening change rate of the accelerator pedal is less than a second preset change rate; wherein the first preset change rate is greater than the second preset change rate.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • Step S206 controlling the opening change rate condition to remain to be in the current state when the current opening change rate is less than or equal to a first preset change rate and the opening change rate of the accelerator pedal is greater than or equal to a second preset change rate.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • Step S207 determining that the driving intention is urgent if the current opening value is greater than or equal to a preset opening value and the opening change rate condition is in the active state.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • Step S208 determining that the driving intention is non-urgent if the current opening value is less than the preset opening value and/or the opening change rate condition is in the deactivated state.
  • step S201 can be described in detail with reference to step S100, and will not be described again here.
  • Step S209 controlling the engine to start, and controlling the engine to drive the vehicle if it is determined that the driving intention is urgent and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle.
  • step S209 if it is determined that the driving intention of the driver is an urgent driving intention, and the current maximum discharge power value of the battery is less than the current maximum external characteristic power value of the vehicle, it is indicated that the battery is about to fail to meet the power demand of the vehicle, and therefore the engine start needs to be controlled to provide the driving force to the vehicle.
  • the step S209 is implemented differently for different vehicle architectures.
  • the step S209 includes a step S901: Step S901, if it is determined that the driving intention is urgent and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle, controlling the engine to start and controlling the engine to drive wheels through a transmission mechanism, and driving the vehicle to travel according to the required power of the vehicle.
  • the engine when the vehicle is a parallel architecture vehicle, after the engine is started, the engine is controlled to drive the wheels according to the required power of the vehicle, thereby achieving the purpose of driving the vehicle.
  • the output power thereof changes from small to large, and the output power thereof cannot meet the demand of the vehicle instantaneously, and thus when the output power of the engine does not reach the required power of the vehicle, the battery supplies power to the motor, and the engine and the motor together provide the driving force for the vehicle.
  • the step S209 includes a step S902: Step S902, if it is determined that the driving intention is urgent and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle, controlling the engine to start and controlling the engine to supply power to the motor, and driving the vehicle to travel by the motor according to the required power of the vehicle.
  • the engine when the vehicle is a series architecture vehicle, after starting the engine, the engine is controlled to supply power to the motor according to the required power of the vehicle, and then the motor drives the vehicle to travel according to the required power of the vehicle.
  • the output power thereof changes from small to large, and the output power thereof cannot meet the demand of the vehicle instantaneously, and thus when the output power of the engine does not reach the required power of the vehicle, the engine is controlled to supply power to the motor together with the battery according to the required power of the vehicle, and the motor drives the vehicle to travel according to the required power of the vehicle.
  • the step S209 includes steps S903 to S905: Step S903, controlling the engine to start if it is determined that the driving intention is urgent and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle; if the required power of the vehicle is less than or equal to the upper limit value of the output power of the motor, controlling the engine to supply power to the motor, and driving the vehicle to travel by the motor according to the required power of the vehicle; if the required power of the vehicle is greater than the upper limit value of the output power of the motor, controlling the engine to drive the wheels through the transmission mechanism so as to drive the vehicle to travel according to the required power of the vehicle.
  • the vehicle when the vehicle is a vehicle of hybrid architecture, after starting the engine, it is necessary to further determine how the engine specifically drives the vehicle to travel according to the required power according to the upper limit value of the output power of the motor and the required power of the vehicle.
  • the required power of the vehicle is less than or equal to the upper limit value of the output power of the motor, it is indicated that sufficient driving power can be supplied to the vehicle by the motor alone as long as sufficient electric power is supplied to the motor, thereby controlling the engine to supply power to the motor, and driving the vehicle to travel by the motor according to the required power of the vehicle;
  • the required power of the vehicle is greater than the upper limit value of the output power of the motor, it is indicated that the motor alone cannot provide sufficient driving force for the vehicle, so it is necessary to control the engine to directly drive the wheels through the transmission mechanism, thereby achieving the purpose of driving the vehicle to travel according to the required power of the vehicle.
  • the output power thereof changes from small to large, and the output power thereof cannot meet the demand of the vehicle instantaneously, and thus when the output power of the engine does not reach the required power of the vehicle, the battery supplies power to the motor, and the engine and the motor together provide the driving force for the vehicle.
  • Step S210 controlling the engine not to start, and controlling the battery to power the motor according to the required power of the vehicle if it is determined that the driving intention is non-urgent, and/or the current maximum discharge power value is greater than or equal to a current maximum external characteristic power value of the vehicle.
  • step S210 when any one or more conditions, that the driving intention is non-urgent and the current maximum discharge power value is greater than or equal to the current maximum external characteristic power value of the vehicle, are satisfied, the engine is not controlled to be started.
  • the driving intention is non-urgent, it is also indicated that the driver does not have a large torque demand or a rapid acceleration demand for the time being, and therefore there is no need to start the engine in advance; when the current maximum discharge power value is greater than or equal to the current maximum external characteristic power value of the vehicle, the battery independently enables the motor to provide sufficient driving force for the vehicle, thereby eliminating the need to start the engine in advance.
  • the engine control method provided by the embodiment of the invention after step S209, further includes step S211: Step S211, controlling the engine to drive the vehicle according to the required power and controlling the engine to charge the battery when the output power of the engine is greater than the required power of the motor.
  • step S211 i.e., when the output power of the engine is greater than the required power of the vehicle, such as in the case of braking or stopping the vehicle, the engine is controlled to drive the vehicle at the actual required power of the vehicle, and the remaining portion of the output power of the engine is used to charge the battery, thereby achieving the effect of recovering energy.
  • step S212 controlling the engine to enter into a stopped state if the current charge state value of the battery is greater than or equal to a first preset charge threshold.
  • the first preset charge threshold value is an upper limit value of a charge state value of the battery corresponding to the maximum battery capacity of the battery.
  • the engine control method provided by the embodiment of the invention after step S201, further includes step S213: Step S213, controlling the engine to start and controlling the engine to charge the battery if the current charge state value is less than a second preset charge threshold.
  • the second pre-set charge threshold value is a lower limit value of a charge state value of the battery, corresponding to the minimum electric quantity of the battery.
  • the engine control method of the invention has the following advantages over the prior art: a current maximum discharge power value of the battery and a current maximum external characteristic power value of the vehicle are monitored, a current opening value of an accelerator pedal of the vehicle and a current opening change rate of the accelerator pedal are monitored, and an opening change rate is preset, wherein the opening change rate is in an active state when the current opening change rate is greater than a first preset change rate, is in a deactivated state when the current opening change rate is less than a second preset change rate, and remains to be in the original state unchanged when the current opening change rate is less than or equal to the first preset change rate and the current opening change rate is greater than or equal to the second preset change rate; then the engine is controlled to start and the vehicle is driven by the engine if the current opening value is greater than or equal to the preset opening value, the open change module is in an active state, and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle.
  • the opening change rate When the opening change rate is in an active state and the current opening value reaches the preset opening value, it is indicated that the driver currently has an urgent power demand, and if the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle, it is indicated that the current electric quantity of the battery is insufficient to achieve the vehicle maximum external characteristic power state, so it is necessary to control the engine start and drive the vehicle by the engine.
  • the embodiment of the invention solves the problem of poor engine power response of existing vehicle of hybrid architectures by integrating the opening value and the opening change rate of the accelerator pedal when the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle, accurately predicting the driver's urgent power demand driving intention, and then controlling the engine start in advance so that the power output of the motor can timely match the driver' s driving demand.
  • Another object of the invention is to provide an engine control system applied to a vehicle including a battery and a motor, wherein reference is made to Fig. 4 showing a schematic structural diagram of an engine control system according to an embodiment of the invention, the system including:
  • the current opening value and the current opening change rate of the accelerator pedal of the vehicle are obtained by a second acquisition module 20
  • the driving intention is determined by a determination module 30 according to the current opening value and the current opening change rate
  • the current maximum discharge power value of the battery and the current maximum external characteristic power value of the vehicle are obtained by a first acquisition module 10
  • the start and stop of the engine are controlled by a control module 40 according to the driving intention, the current maximum discharge power value and the current maximum external characteristic power value of the vehicle.
  • the driving intention is determined by the current opening value and the current opening change rate in advance, and based on the determined driving intention, in combination with the current maximum discharge power value of the battery and the current maximum external characteristic power value of the vehicle, the power response is carried out in advance so as to ensure that a larger power request can be satisfied at the next moment, thus avoiding the case where the engine is unnecessarily started or is not started in time, thereby solving the problem of poor power response of the engine of the existing vehicle of hybrid architecture.
  • the vehicle is preset with an opening change rate condition;
  • the determination module 30 comprises:
  • the vehicle further includes a motor connected to the battery;
  • the control module 40 comprises: a fourth control unit for controlling the engine to start, and controlling the engine to drive the vehicle if it is determined that the driving intention is urgent and the current maximum discharge power value is less than the current maximum external characteristic power value of the vehicle.
  • control module 40 further comprises: a fifth control unit for controlling the engine not to start, and controlling the battery to power the motor according to the required power of the vehicle if it is determined that the driving intention is non-urgent, and/or the current maximum discharge power value is greater than or equal to a current maximum external characteristic power value of the vehicle.
  • control module 40 further comprises: a sixth control unit for controlling the engine to drive the vehicle according to the required power and controlling the engine to charge the battery when the output power of the engine is greater than the required power of the motor.
  • control module 40 further comprises: a seventh control unit for controlling the engine to enter into a stopped state if the current charge state value of the battery is greater than or equal to a first preset charge threshold.
  • the first acquisition module 10 comprises:
  • control module 40 further comprises: an eighth control unit for controlling the engine to start and controlling the engine to charge the battery if the current charge state value is less than a second preset charge threshold.
  • the present application provides an engine control method, system and vehicle, wherein a current opening value and a current opening change rate of an accelerator pedal of a vehicle are obtained first, a driving intention is determined according to the current opening value and the current opening change rate, a current maximum discharge power value of a battery and a current maximum external characteristic power value of the vehicle are obtained at the same time, and then the start and stop of the engine are controlled according to the driving intention, the current maximum discharge power value and the current maximum external characteristic power value of the vehicle.
  • the driving intention is determined by the current opening value and the current opening change rate in advance, and based on the determined driving intention, in combination with the current maximum discharge power value of the battery and the current maximum external characteristic power value of the vehicle, the power response is carried out in advance so as to ensure that a larger power request can be satisfied at the next moment, thus avoiding the case where the engine is unnecessarily started or is not started in time, thereby solving the problem of poor power response of the engine of the existing vehicle of hybrid architecture.
  • Various component embodiments of the invention may be implemented in hardware, or in software modules running on one or more processors, or in a combination thereof.
  • DSP digital signal processor
  • the invention is embodied as apparatus or device programs (e.g., computer programs and computer program products) for carrying out the methods described herein.
  • Such a program implementing the invention may be stored on a computer-readable medium or may be in the form of one or more signals. Such signals may be downloaded from an Internet website, provided on a carrier signal, or provided in any other form.
  • Fig. 5 illustrates a computing processing device that may implement a method in accordance with the invention.
  • the computing processing device conventionally comprises a processor 1010 and a computer program product or computer readable medium in the form of a memory 1020.
  • the memory 1020 may be electronic memory such as flash memory, EEPROM (electrically erasable programmable read only memory), EPROM, hard disk, or ROM.
  • the memory 1020 has a storage space 1030 for program code 1031 for carrying out any of the method steps described above.
  • the storage space 1030 for program code may include respective program code 1031 for implementing various steps in the above method, respectively.
  • the program code may be read from or written to one or more computer program products.
  • These computer program products comprise a program code carrier such as a hard disk, a compact disc (CD), a memory card or a floppy disk.
  • a computer program product is typically a portable or fixed storage unit as described with reference to Fig. 6 .
  • the memory unit may have memory segments, memory space, etc. arranged similarly to memory 1020 in the computing processing device of Fig. 5 .
  • the program code may, for example, be compressed in a suitable form.
  • the memory unit comprises computer readable code 1031', i.e., code that can be read by a processor, such as, for example, 1010, which when executed by a computing processing device, causes the computing processing device to carry out the various steps according to the methods described above.
  • any reference signs placed between parentheses shall not be construed as limiting the claim.
  • the word “comprising” does not exclude the presence of elements or steps other than those listed in a claim.
  • the word “a” or “an” preceding an element does not exclude the presence of a plurality of such elements.
  • the invention can be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means can be embodied by one and the same item of hardware.
  • the use of the words first, second, third, etc. does not denote any order. These words may be interpreted as names.

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  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
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Claims (10)

  1. Motorsteuerverfahren, angewendet auf ein Fahrzeug mit einer Batterie und einem Motor, wobei das Verfahren die folgenden Schritte aufweist:
    Erfassen eines aktuellen maximalen Entladungsleistungswerts der Batterie und eines aktuellen maximalen externen charakteristischen Leistungswerts des Fahrzeugs (S100);
    Erfassen eines aktuellen Öffnungswerts und einer aktuellen Öffnungsänderungsrate eines Gaspedals des Fahrzeugs (S200);
    Bestimmen einer Fahrabsicht basierend auf dem aktuellen Öffnungswert und der aktuellen Öffnungsänderungsrate (S300); und
    Steuern des Starts und des Anhaltens des Motors gemäß der Fahrabsicht, dem aktuellen maximalen Entladungsleistungswert, und dem aktuellen maximalen externen charakteristischen Leistungswert des Fahrzeugs (S400),
    dadurch gekennzeichnet,
    dass das Fahrzeug einen voreingestellten Öffnungsänderungsratenzustand aufweist;
    dass das Bestimmen der Fahrabsicht gemäß dem aktuellen Öffnungswert und der aktuellen Öffnungsänderungsrate die folgenden Schritte aufweist:
    Steuern des Öffnungsänderungsratenzustands in einen aktiven Zustand, wenn die aktuelle Öffnungsänderungsrate höher als eine erste voreingestellte Änderungsrate ist (S204);
    Steuern des Öffnungsänderungsratenzustands in einen deaktivierten Zustand, wenn die Öffnungsänderungsrate des Gaspedals geringer als eine zweite voreingestellte Änderungsrate ist, wobei die erste voreingestellte Änderungsrate größer als die zweite voreingestellte Änderungsrate ist (S205);
    Steuern des Öffnungsänderungsratenzustands zum Verbleib im aktuellen Zustand, wenn die aktuelle Öffnungsänderungsrate geringer als oder gleich der ersten voreingestellten Änderungsrate ist und die Öffnungsänderungsrate des Gaspedals höher als oder gleich der zweiten voreingestellten Änderungsrate ist (S206);
    Feststellen, dass die Fahrabsicht dringend ist, wenn der aktuelle Öffnungsgrad größer als oder gleich einem voreingestellten Öffnungswert ist und sich der Öffnungsänderungsratenzustand im aktiven Zustand befindet (S207); und
    Feststellen, dass die Fahrabsicht nicht dringend ist, wenn der aktuelle Öffnungsgrad kleiner als ein voreingestellter Öffnungswert ist und sich der Öffnungsänderungsratenzustand im deaktivierten Zustand befindet (S208).
  2. Motorsteuerverfahren nach Anspruch 1, bei welchem das Steuern des Starts und des Anhaltens des Motors gemäß der Fahrabsicht, dem aktuellen maximalen Entladungsleistungswert, und dem aktuellen maximalen externen charakteristischen Leistungswert des Fahrzeugs den folgenden Schritt aufweist:
    Steuern des Motors zum Starten, und Steuern des Motors zum Antreiben des Fahrzeugs, wenn festgestellt wird, dass die Fahrabsicht dringend ist und der aktuelle maximale Entladungsleistungswert geringer als der aktuelle maximale externe charakteristische Leistungswert des Fahrzeugs ist (S209).
  3. Motorsteuerverfahren nach Anspruch 2, bei welchem das Fahrzeug ferner einen elektrisch mit der Batterie verbundenen Motor aufweist, und das Steuern des Starts und des Anhaltens des Motors gemäß der Fahrabsicht, dem aktuellen maximalen Entladungsleistungswert, und dem aktuellen maximalen externen charakteristischen Leistungswert des Fahrzeugs ferner den folgenden Schritt aufweist:
    Steuern des Motors derart, dass er nicht startet, und Steuern der Batterie zum Liefern von Energie an den Motor gemäß der erforderlichen Leistung des Fahrzeugs, wenn festgestellt wird, dass die Fahrabsicht nicht dringend ist, und/oder der aktuellen maximalen Entladungsleistungswert größer als oder gleich einem aktuellen maximalen externen charakteristischen Leistungswert des Fahrzeugs ist (S210).
  4. Motorsteuerverfahren nach Anspruch 2, bei welchem das Steuern des Motors zum Starten, und Steuern des Motors zum Antreiben des Fahrzeugs, wenn festgestellt wird, dass die Fahrabsicht dringend ist und der aktuelle maximale Entladungsleistungswert geringer als der aktuelle maximale externe charakteristische Leistungswert des Fahrzeugs ist, ferner den folgenden Schritt aufweist:
    Steuern des Motors zum Antreiben des Fahrzeugs gemäß der erforderlichen Leistung, und Steuern des Motors zum Laden der Batterie, wenn die Ausgangsleistung des Motors größer als die erforderliche Leistung des Motors ist (S211).
  5. Motorsteuerverfahren nach Anspruch 4, bei welchem das Verfahren nach dem Steuern der erforderlichen Motorleistung zum Antreiben des Fahrzeugs und dem Steuern des Motors zum Laden der Batterie, wenn die Ausgangsleistung des Motors größer als die erforderliche Leistung des Motors ist, den folgenden Schritt aufweist:
    Steuern des Motors zum Eintritt in einen angehaltenen Zustand, wenn der aktuelle Ladezustandswert der Batterie größer als oder gleich einem ersten voreingestellten Ladeschwellenwert ist (S212).
  6. Motorsteuersystem, angewendet auf ein Fahrzeug mit einer Batterie und einem Motor, wobei das System aufweist:
    ein erstes Erfassungsmodul (10) zum Erfassen eines aktuellen maximalen Entladungsleistungswerts der Batterie und eines aktuellen maximalen externen charakteristischen Leistungswerts des Fahrzeugs;
    ein zweites Erfassungsmodul (20) zum Erfassen eines aktuellen Öffnungswerts und einer aktuellen Öffnungsänderungsrate eines Gaspedals des Fahrzeugs;
    ein Bestimmungsmodul (30) zum Bestimmen einer Fahrabsicht basierend auf dem aktuellen Öffnungswert und der aktuellen Öffnungsänderungsrate; und
    ein Steuermodul (40) zum Steuern des Starts und des Anhaltens des Motors gemäß der Fahrabsicht, dem aktuellen maximalen Entladungsleistungswert, und dem aktuellen maximalen externen charakteristischen Leistungswert des Fahrzeugs,
    dadurch gekennzeichnet,
    dass das Fahrzeug einen voreingestellten Öffnungsänderungsratenzustand aufweist;
    dass das Bestimmungsmodul (30) aufweist:
    eine erste Steuereinheit zum Steuern des Öffnungsänderungsratenzustands in einen aktiven Zustand, wenn die aktuelle Öffnungsänderungsrate höher als eine erste voreingestellte Änderungsrate ist;
    eine zweite Steuereinheit zum Steuern des Öffnungsänderungsratenzustands in einen deaktivierten Zustand, wenn die Öffnungsänderungsrate des Gaspedals geringer als eine zweite voreingestellte Änderungsrate ist, wobei die erste voreingestellte Änderungsrate größer als die zweite voreingestellte Änderungsrate ist;
    eine dritte Steuereinheit zum Steuern des Öffnungsänderungsratenzustands zum Verbleib im aktuellen Zustand, wenn die aktuelle Öffnungsänderungsrate geringer als oder gleich der ersten voreingestellten Änderungsrate ist und die Öffnungsänderungsrate des Gaspedals höher als oder gleich der zweiten voreingestellten Änderungsrate ist;
    eine erste Bestimmungseinheit zum Feststellen, dass die Fahrabsicht dringend ist, wenn der aktuelle Öffnungsgrad größer als oder gleich einem voreingestellten Öffnungswert ist und sich der Öffnungsänderungsratenzustand im aktiven Zustand befindet; und
    eine zweite Bestimmungseinheit zum Feststellen, dass die Fahrabsicht nicht dringend ist, wenn der aktuelle Öffnungsgrad kleiner als ein voreingestellter Öffnungswert ist und sich der Öffnungsänderungsratenzustand im deaktivierten Zustand befindet.
  7. Motorsteuersystem nach Anspruch 6, bei welchem das Fahrzeug ferner einen mit der Batterie verbundenen Motor aufweist;
    wobei das Steuermodul (40) aufweist:
    eine vierte Steuereinheit zum Steuern des Motors zum Starten, und zum Steuern des Motors zum Antreiben des Fahrzeugs, wenn festgestellt wird, dass die Fahrabsicht dringend ist und der aktuelle maximale Entladungsleistungswert geringer als der aktuelle maximale externe charakteristische Leistungswert des Fahrzeugs ist.
  8. Fahrzeug, dadurch gekennzeichnet, dass es das Motorsteuersystem nach einem der Ansprüche 6-7 aufweist.
  9. Computerprogramm mit einem computerlesbaren Code (1031), welcher bei Ausführung auf einer Rechenverarbeitungsvorrichtung die Rechenverarbeitungsvorrichtung veranlasst, das Motorsteuerverfahren nach einem der Ansprüche 1-5 auszuführen.
  10. Computerlesbares Medium, auf welchem das Computerprogramm nach Anspruch 9 gespeichert ist.
EP20899859.1A 2019-12-12 2020-11-23 Verfahren zur motorsteuerung, system und fahrzeug Active EP4032765B1 (de)

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CN112026742A (zh) 2020-12-04
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EP4032765A4 (de) 2022-12-21
WO2021115110A1 (zh) 2021-06-17
US12214771B2 (en) 2025-02-04

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